best practise database - eit urban mobility

Best Practise Database

EIT Urban Mobility - Mobility for more liveable urban spaces

Authors

Jana Helder (BABLE) Ronaldo Valentim (BABLE) Paul Barton (BABLE)

Raul Urbano (CTAG)

EIT Urban Mobility

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Contents

1. Introduction: ......................................................................................................................................... 2

2. Parking Management System ............................................................................................................... 6

3. Traffic Management System ............................................................................................................... 10

4. Mobility Hub ....................................................................................................................................... 12

5. Road Safety Management System ...................................................................................................... 15

6. Bicycle Infrastructure .......................................................................................................................... 18

7. COVID-19 Response ............................................................................................................................ 22

8. Public Charging Infrastructure ............................................................................................................ 24

9. Apps/ Portals....................................................................................................................................... 31

10. Urban Logistics .................................................................................................................................... 37

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Introduction:

European cities are the economic centres of Europe – home to 70% of the EU population –generating over

80% of the Union's GDP. An efficient public transport system between and within cities is essential to

guarantee its residents easy access to jobs, to support productivity and economic growth, and to have

greener and more sustainable cities. Currently, the cities are interconnected via one of the world’s best

transport systems. [1] Nevertheless, the mobility within the cities becomes increasingly difficult and

inefficient [1]. Some of the main challenges influencing European urban mobility systems are:

• Increasing congestion

• Safety and security of urban transport (e.g. accidents)

• Air and noise pollution

• High shares of space occupied by different modes of transport

• Accessibility of different modes of transport

Several approaches are currently trying to tackle these challenges, such as vehicle sharing, parking

management, mobility hubs or the increasing use of electric mobility modes. This report combines the

perspective of urban mobility experts with the best and most innovative examples from cities in

addressing these issues.

We consulted urban mobility experts in the BABLE community and asked what they believe the emerging

trends in the sector of urban mobility over the upcoming years would be.

Roger Boersma, former Smart City developer at VolkerWessels iCity, names private lease as one of the

main trends followed by several cities.

Urban mobility accounts for all CO2 emissions of road transport and up to

of other pollutants from transport.

Congestion in the EU is often located in and around urban areas and costs nearly

of the EU's GDP, annually.

40%

70%

100

Billion €

1%

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“At the moment one of the main trends is private lease – not only for cars, but for also bicycles. People do

not want to do maintenance anymore and they do not care about owning a product. In the upcoming years

I expect that people will get used to mobility as a service (MaaS). Not only cars will drive themselves more

and more often, but also destinations and preferences will be synchronised automatically to provide a

smooth journey. People will simply not think or worry about mobility anymore.”

Maria Tsavachidis, CEO of EIT Urban Mobility – Europe’s biggest innovation community for urban mobility

– sees shared mobility as the transformation with the biggest impact. Nevertheless, there is still a

significant potential on the effect shared mobility systems can have on urban mobility. Maria highlights

the impact that shared mobility systems could have on commuters living close to cities. Making public

transport more accessible for them would have a significant impact on traffic in cities. According to her,

one of the next steps would be introducing autonomous vehicles to our cities which can further increase

the load factor of the vehicles. Thus, the number of vehicles as well as the space that is occupied by

vehicles, decreases.

Moritz Mierisch, head of business development at S O NAH – a start-up offering intelligent parking

solutions – emphasises that micro-mobility will be a major trend in the next few years. An interconnected,

digital and integrated infrastructure easing the usage of micro-mobility enables a more efficient and

greener individual mobility.

With regard to the modernisation of urban mobility systems, Roger and Moritz describe the limited short-

term impact as one of the main challenges of such projects. Due to relatively long times of usage, it takes

a significant period of time until old vehicles or infrastructures are taken out of service. Additionally,

decisions regarding changes in the urban mobility system take relatively long as usually various

stakeholders are included. Maria further stresses that it is highly unlikely that passengers will accept

higher prices stemming from an investment in public transport. A holistic solution that solves this

challenge needs to increase the attractiveness of public transport compared to individual modes of

transport, e.g. through governmental regulations.

However, though challenging, there are ways in which cities and companies can overcome these issues.

Roger suggests to local governments:

“Start small and create a perfect proof of concept before you implement smart mobility solutions in your

real-life city on a large scale. Otherwise, the existing infrastructure will limit your creative way of

thinking.”

Based on his own experience, Moritz also advises companies to start smaller projects with big companies

and, at a later stage, to implement these projects in the public urban mobility system when cooperating

with municipalities.

Maria also points out the importance of sharing knowledge in a network. As urban mobility solutions are

complex systems and the speed of innovations is increasing, no governmental institution can tackle all

emerging challenges on its own. Thus, communication is highly important - between different cities as

well as between cities and other actors in the market. An exchange about challenges and opportunities

as well as knowledge sharing about existing projects and according to lessons learned can accelerate

decision making.

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The BABLE platform intends to facilitate the process of sharing information and experiences about

successful (pilot) projects. With this approach, we aim to ease the implementation of Smart City Solutions

as we want various cities to benefit from the proof of concept projects and experiences in other cities.

On the following pages, we will share some particularly interesting use cases of urban mobility solutions.

The Use Case methodology 1 focuses on information relevant for the scalability and replicability of

successful projects (such as implementation issues, business models, technical requirements, supporting

factors, impacts), as well as reflecting on bad practices and pitfalls from not-so-successful ones. Use Cases

provide a comprehensive project description with a much greater insight than a specific good practice

would offer. The Use Cases have been shared by project owners on BABLE and were chosen due to their

comprehensiveness, quality of information, level of innovation and relevance for replication.

When being asked about the solutions that they would love to see implemented successfully in urban

areas in Europe; Roger, Moritz and Maria replied:

“One of the major problems in cities are the package delivery services. I'm still waiting to see the first

proper large-scale drone delivery pilot.”

– Roger Boersma

“No more traffic caused by cars circling around and looking for a free parking spot.”

– Moritz Mierisch

“For me, it if the highest priority to make our mobility climate neutral. For sure it is not nice to be stuck

in traffic but compared to climate change, this is not a serious issue. Nevertheless, we can only make our

mobility climate neutral if we consider the holistic system including all its interdependencies, such as the

source of the energy for our electric vehicles and an optimised traffic management system decrease the

time spent stuck in traffic.”

– Maria Tsavachidis

Related to that, best practise of the implementation of mobility solutions will be presented in the

following. As shown in the following graph, the best practises are sorted by solution. Alexander Schmidt,

co-founder and CEO of BABLE, describes the importance of such solutions as follows:

"Public transport used to be busses and trains only – competing with private cars for travellers and public

space in cities. New mobility services provide a much higher range of possibilities for travellers, businesses

with great new ideas and cities to influence the system they actually want."

– Alexander Schmidt

1 Being part of the European standard CWA 17381:2019 on the the Description and Assessment of Good Practices

for Smart City solutions.

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Integrated and holistic planning approaches gain importance with the increasing number of mobility

solutions implemented in urban areas as well as with increasing local and global challenges – including

COVID-19, climate change and increasing densification.

Parking Management System

1

Traffic Management System 2

Bicycle Infrastructure 5

Public Charging Infrastructure 7

Mobility Hubs 3

Apps/ Portals 8

COVID-19 Response 6

Road Safety Management System 4

Urban Logistics 9

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Parking Management System A Smart Parking Management System makes use of sensors or other technologies to determine the

availability of parking lots in cities. This information can be shared with drivers, reducing the time spent

on looking for a parking lot, and thus traffic congestion. It has been estimated that 30% of congestion on

city streets results from drivers searching for a place to park. Additionally, municipalities can get precise

and updated information about the traffic situation, allowing them to align parking tariffs with

transportation goals. The system can also let the customer pay and reserve a parking lot, guiding them to

free spots, and even park the customer's car. The main goal is to help people find parking without driving

around the city searching, thereby decreasing traffic and congestion. Potential benefits depend on the

implementation but can include greenhouse gas emission reduction, improved air quality, better traffic

management, improved parking, and enhanced data collection. The following use case presents an

implementation story in the Netherlands.

With the vision of transforming the parking policy from normative numbers, a more demand driven

optimum solution was developed using ICT technologies to improve the user experience. The system is

aimed at increasing the occupancy of parking. Lots

Challenge: In the Dutch city of Eindhoven, developers are required by law to provide a specific number of

parking spaces in relation to the expected residents and visitors that live and move in the area. The developer

VolkerWessels iCity identified that the existing parking spaces in the area were underutilised and that a more

efficient management of the parking space would be needed in order to satisfy the residents’ parking needs.

The project vision was to transform the parking policy from simply delivering the number of parking spaces

based on existing normative numbers to a more demand driven optimum, utilising ICT solutions to improve

the overall user experience.

Parking Management System

City: Eindhoven

Scale: District Level

Link: Use Case

Overview

https://www.bable-smartcities.eu/explore/use-cases/use-case/useCase/parking-management-system.html

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Solution: An ICT based tool was developed together with a mobility dashboard within the Triangulum

Project. The ICT tool focuses on real time parking and a travel guidance system which is integrated in

the vehicle navigation.  Additionally, three large LED screens installed at strategic locations also show the real

time parking information in the area. 

The goal is to make parking reservation possible, based on destination and car size. The functionality of

detection of license plates through visual recognition cameras is used to offer functionalities such as

automatic access to reserved parking lots and automatic billing. 

A unique software interface has been installed between the PARKRES software and the Automatic

Number Plate Recognition (ANPR) cameras which monitor cars that access the Strijp-S area. When a visitor

with a parking reservation enters the area, the license plate gets scanned (with prior consent) and the visitor

will get personal guidance information on big LED screens. The specific route is indicated on the screen. Based

on personalised information, the most suitable parking lot is recommended and displayed to the user via APP,

digital screens and website. If no personalised information is available, general occupancy information for

parking lots will be displayed. The system is also able to recognise certain patterns and will adopt the mode

of operation.

To improve route information for walking and biking, the so-called interactive Way-finders (3 in total) were

installed at Strijp-S. These digital information signs give actual (real-time) information on walking distances

and are further connected to the park reservation platform which shows the real-time capacity of parking

places. The modular setup provides alternative sensors that can be added to the way-finder, i.e. to measure

when roads are slippery because of ice. A Wi-Fi module as well as observation cameras have already been

added. The Way-finders are connected to the fibre optics network.

If the system knows who is

moving around, it provides

personalised

information for pedestrians,

cyclists and motorised traffic.

The screen can accommodate

other relevant information

such as the weather forecast.

Parking lots can be rented out

when not needed (Airbnb for

parking). It collects

information from several

sources (e.g. cameras and

barriers).

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Time Period: Planning Time: 1 - 2 years

Implementation time: 0.5 - 1 years

Stakeholders: Implementers: PARKRES

Service Providers: Mobility S

End users: Offices, Visitors, Residents

The system for two parking garages and five open parking lots was funded 70% form EU commission funds

and 30% from a publicly owned company. Return on the investment of 250,000-500,000 is expected to take

5-10 years with revenue from charges for parking reservation, increased real estate value in the area, service

fees, less parking spots needed, and better use of personnel (higher degree of automation).

Supporting Factors:

1. Co-operation and support from the municipality played a vital role in its success. 2. Parking garages in the area had management systems that needed replacement. 3. The new system could make existing analogue hardware digitally controllable. 4. Close ties with Mobility S, which provides parking reservation service through permits to the

locals. 5. Data collected (e.g. license plates) made available to Mobility S. 6. Real estate company has a major share in the management company making it easier to

collaborate.

Lessons Learned: • Several vendors operate the different parking spots in the area. Some already had existing parking

management systems with different hardware. System integration was necessary, however

challenging owing to proprietary APIs of each system.

• Digital infrastructure to connect the parking hardware to fibre optic infrastructure. (e.g. payment

system, cameras, etc.).

• Maintaining privacy of users has been a challenge.

Financial Details

Insights gained during implementation

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Impact: The outcome of the project has improved routing and signing on Strijp-S as well as

interconnectivity between mobility related sensors, the backbone and the cloud (mobility management platform).

Next Steps: On-street occupancy of parking spaces has also been added by implementing multiple

sensors on building roofs and in lighting poles which are connected to the fibre optics backbone.

Results

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Traffic Management System A Smart Traffic Management System aims to use sensors and traffic signals to monitor, control and respond to traffic conditions. As previously discussed, traffic congestion causes air pollution, greenhouse gas emissions, and slows travel time. Slow travel time costs businesses productivity and hinders emergency vehicles, putting lives at risk. Through integration of sensors and cameras with control mechanisms, such as traffic lights or on-ramp meters, traffic management systems can better optimise traffic flow. The gathered data from the sensors can be used for predictive purposes to create optimal routes for vehicles, to further reduce traffic congestion and costs. The following use case outlines an implementation in Germany that reduces travel time for the city’s fire brigade and ambulances, creating a safer city.

To save valuable time, fire brigade and ambulance service vehicles are given preferential treatment at traffic

lights in Ludwigsburg. In the test phase it is being examined whether backlog can be avoided and how faster

emergency vehicles reach their destination.

Challenge: In order to save valuable time, fire brigade and ambulance service

vehicles should be given preferential treatment to traffic lights.

Solution: The aim is to switch the signal system for the direction of travel from the

emergency vehicles, with a certain lead to "green", so that possibly pent-up vehicles

can drain and an alley for rescue vehicles can be formed. The communication between

emergency vehicles and signal systems takes place via the "car2X-communication" (c2x)

standard. In contrast to the currently used technique, e.g. in public transport

prioritization, information is exchanged between the LSA and the vehicle every second.

Traffic light priority System

City: Ludwigsburg

Link: Use Case

Overview

https://www.bable-smartcities.eu/explore/use-cases/use-case/useCase/traffic-light-priority-system-in-ludwigsburg.html

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As a result, the release times can be adapted more flexibly and the adverse effects on other individual traffic

are reduced.

Time Period: Planning Time: 1 - 2 years


Stakeholders: Implementers: SWARCO Traffic Systems GmbH, Abteilung der Stadt Ludwigsburg,

Tiefbau und Grünflächen.

Service Providers: Fachbereich Bauingenieurwesen und Grünflächen

End users: Emergency vehicles and public buses

When setting up the traffic light priority system initial infrastructure, conversion of traffic lights, technic of

car2x-communication, equipping emergency vehicles and the traffic control software needed to be

procured. That initial investment was funded by private sector investment and municipal funds as part of a

long-term partnership. The system will result in emergency vehicles that get to their destination faster,

avoidance of tailback, save lives.

Supporting Factors: Existence of an Innovation Network Department, which is bringing new industry

products together with the administrative departments from city. This has promoted work between the

industry and city.

Impact: Expected to reduce backlogs so emergency vehicles get faster to their destination.

Next Steps: Evaluation of the collected data and information

Financial Details


Results

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Mobility Hub Rapid urbanization, aging infrastructures, population growth and climate change continue to challenge the world’s cities. Cities that take efforts to advance and diversify their urban mobility systems and evolve their transit hubs will gain a competitive edge. Mobility Hubs provide a focal point in the transportation network that seamlessly integrates different modes of transportation. They are places of connectivity where different modes of transportation – from walking to rapid transit – come together seamlessly and where there is an intensive concentration of working, living, shopping or playing. Collectively, this integrated suite of mobility services is intended to meet first-last mile needs of transit users. The most beneficial intermodal mobility hubs are mainly implemented close to existing mobility junctions such as train stations. An example of a mobility hub in Munich, Germany is described below.

Description: Mobility stations, as part of traffic and mobility planning, are a new concept. They enable cost-

effective and flexible access to different modes of transport. Two mobility stations are therefore established

in the project area.

Challenge: The newly developed Domagkpark district will soon be home to more than 4,000 residents,

schools, educational and other kinds of facilities. With the steep growth in population and traffic, the

objective within this district is to move away from the ‘one parking spot per household regulation’ to

providing attractive and sustainable mobility alternatives at so-called mobility stations.

E-mobility Stations for the Domagkpark District and

Centre-periphery Integration

City: Munich


Link: Use Case

Overview

https://www.bable-smartcities.eu/explore/use-cases/use-case/useCase/e-mobility-stations-for-the-domagkpark-district-and-centre-periphery-integration.html

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Mobility stations combine and provide a number of

mobility services to ensure that suitable means of

transport are available for any purpose at any time.

This provides real alternatives to private car

ownership. Combining various services in one

location, the city can tackle the challenges of limited

space and different mobility needs. The goal is to

ensure a better quality of life and mobility without

the need for car ownership.

Solution: Mobility stations, as part of traffic and mobility planning, are a new concept. They enable cost-

effective and flexible access to different modes of transport. In the new housing area of Domagkpark and

Parkstadt Schwabing, several mobility stations are established. Carsharing, e-scooters, and various types of

rental bikes from Munich-based providers are available at these mobility stations. The services are

supplemented by charging stations for electromobility. This measure combines these shared mobility services

with access to public transport services, like trams and buses. New road traffic signs and markings have been

introduced in the district, which will apply to all mobility stations in Munich in future.

All relevant shared mobility providers in Munich are integrated as operational partners. In the residential

areas, the local district committee and the planning authorities are involved in the planning and

implementation process.

Time Period: Planning Time: 0.5 – 1 year

Implementation Time: 0.5 – 1 years

Implementers: Munich, State capital

End Users: Citizens

How was the project funded? This measure is funded by CIVITAS ECCENTRIC and the local initiative

for fostering e mobility in Munich.

Supporting Factors:

Financial Details


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• The City of Munich is using the new German Car Sharing Act to make public space available for car-

sharing services.

• The launch of the e-mobility stations is accompanied by a marketing campaign to address all residents

within the Domagkpark area (which is a purely residential area) but also companies and employees of

the neighbouring residential and business area, Parkstadt Schwabing.

Impact:

• An increase of car-free housing and a lower car

ownership rate.

• Wider acceptance and ownership of the new

mobility stations and its services.

• Increased use of e-mobility options and

behavioural change to more sustainable,

multimodal trips.

• The above will lead to a decrease in air pollution

and emissions as well as reduced traffic

congestion.

Results

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Road Safety Management

System Road safety systems are any systems or methodologies that increase safety on roads –

for drivers, pedestrians, cyclists, and anyone present in the road. There are

institutional management functions that can increase safety on roads, such as speed

limits, which are related to governments, civil society, and business entities.

Additionally, there are interventions in design, planning and operation of the road

network, the entry and exit of vehicles, and users into the road network, and the

recovery and rehabilitation of crash victims. There are different approaches taken by

cities – combining institutional management functions and interventions – to

implement road safety management systems. In the following the example of a project

in Munich is explained2

With this measure, the city of Munich aims to develop and demonstrate the potential of a new and

innovative software-controlled road safety management.

Challenge: With this measure, the city of Munich aims to develop and demonstrate the potential of a new

and innovative software-controlled road safety management concept in the districts of Domagkpark and

Parkstadt Schwabing (north of Munich’s city centre). The concept will allow identifying risks before

accidents occur and to take appropriate prevention action. This is a preventive approach to road safety

2 Source: European Commission: The Road Safety Management System (https://ec.europa.eu/transport/road_safety/specialist/knowledge/rsm/the_road_safety_management_system/the_road_safety_management_system_en)

Software-controlled Road Safety Management

Overview

City: Munich


Link: Use Case

https://www.bable-smartcities.eu/explore/use-cases/use-case/useCase/e-mobility-stations-for-the-domagkpark-district-and-centre-periphery-integration.html

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management that seeks to increase the safety inherent to the road system, reduce the amount and severity

of accidents, and create a safe mobility environment for all road users.

Solution: The new road safety concept consists of two main aspects: a new software-controlled

management system that allows for preventive actions to increase road safety, and new planning

elements for an innovative process in organising road safety.

In order to develop and implement the new safety

concept, as a first step, it was necessary to conduct a

comprehensive inventory and an in-depth analysis of the

road safety situation in the area targeted. To do so, the so-

called ‘road safety hotspots’ were identified in two ways:

1. A scientific analysis of the road safety in the

living labs based on expert knowledge

(subcontract) and existing traffic accident data

2. an in-depth analysis of the road safety in the

living labs in cooperation with local

stakeholders, especially with local

neighbourhood associations and local police

representatives.

The results are being used to define a set of road safety objectives to be realised in the target area.

As a second step, the objectives resulting from the safety audit are being used to develop the road safety

management system. The system collects and analyses geo-referenced accident data of the past five years

and links it to data of traffic models and other sources. For example, infrastructure data. Combined with a

safety software tool, the findings can be used to forecast potential accident situations. The municipal urban

and traffic planning authorities can then cooperate with the police in order to develop preventive measures

that significantly reduce the likelihood of accidents. The management system requires high data quality.

Therefore, continuous monitoring and evaluation to control the development of the road safety situation in

the living labs, and realisation of objectives, is foreseen.

Regarding the second aspect of the measure – the new

planning elements for an innovative process in organising

road safety – it is planned to make road safety management

a cross-sectional task for all stakeholders involved in

planning and infrastructure projects. With the help of the

management system, planners will already be able to make

a prognosis of their road safety impact during the planning

phase of new development projects and have the option to

adapt their plans to promote better road safety.

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Stakeholders: Implementers: The City of Munich

Service Providers: The City of Munich

End users: City Planners

The measure is fully financed by the CIVITAS ECCENTRIC project with a total budget of € 215,920.

Supporting Facts: Road safety is a highly political and very sensitive topic. Therefore, the safety audit is

part of an intensive planning process that includes all relevant stakeholder groups

Impact: bybycicl

This solution will tackle the problem of increased car traffic across the city of Munich, having as focus the

living lab areas. New modes of citizens participation and engagement will be developed, and better, safer

environments for cyclists and pedestrians will emerge, through this comprehensive road safety concept.

Reduced levels of car traffic in the Domagkpark and Parkstadt Schwabing are expected. The direct,

observable and measurable impacts from the measure will be:

- The measure will be widely accepted by road users.

- Road users will be satisfied with the implemented measures.

- A high number of accidents will be prevented.

- People are expected to change their travel behaviour

Financial Details

Results

Insights Gained During Implementation

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Bicycle Infrastructure Bicycles offer an alternative to cars and fossil-fuel transport, especially in cities. Infrastructure is essential for supporting safe and abundant bicycle use, thereby curbing emissions. In 2018, just under 3 percent of urban trips around the world were completed by bicycle. In some cities, bicycle mode share is over 30 percent. Recent studies assume a rise to almost 4-8 percent of urban trips globally by 2050, displacing 3.4–6.1 trillion passenger-km travelled by conventional modes of transportation. Such developments could lead to avoiding 2.6–6.6 gigatons of carbon dioxide emissions.3

The city of Konya has adapted one of their busiest tram lines to al low for an easier onboarding and more

comfortable ride for bicycle owners. This project intends to promote the use of active modes

Challenge: The Alaaddin Hill-Selçuk University tram line, which is the longest tram line in Konya, is a 21-

kilometre-long rail system line. Before the pandemic, 140,000 people used this line a day. With the pandemic

process, Konya Metropolitan Municipality has implemented a series of

practices that encourage bicycle use. There is a cycling culture settled in

Konya, which has 550 kilometres of bicycle paths. One of the old trams,

which have not been used since 2015, has been revised and converted

into a bicycle tram to encourage bicycle use on long distances. All of the

72 trams used in Konya city are 100% low floor and the station level and

the tram ground level are in line. However, since the bicycle tram i s an

old model vehicle, it has a high base and steps. It is also necessary to keep

the bicycles without falling while the tram is moving. In addition, a

3 Project Drawdown: Bicycle Infrastructure (https://www.drawdown.org/solutions/bicycle-infrastructure)

Konya Bicycle Tram

Overview

City: Konya

Scale: City Level

Link: Use Case

https://www.bable-smartcities.eu/explore/use-cases/use-case/useCase/konya-bicycle-tram.html

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solution that will not disturb other passengers waiting for a tram at the stop should be brought. The

commencement of the bicycle tram also requires changes in the tram timetable.

Solution: The biggest obstacle to the transformation of an old Duewag tram into a bicycle tram was the

presence of steps on the tram doors. It will be very tiring for the bicycle user to lift his bicycle and climb the

steps and get on the tram. Considering older cyclists, a practical solution had to be found to facilitate getting

on the tram. To solve this problem, engineers working at Konya Metropolitan Municipality's Transportation

Planning and Rail System Department designed a foldable hydraulic ramp for the steps. This ramp will stand

in folded position when the doors are closed and will open and close synchronously with the door. One or

two seconds after the door is opened, the hydraulic ramp will open from the tram floor to the station floor,

allowing cyclists to easily get on the tram with their bicycles. In order to carry the bicycles in the tram without

falling, the double seats in the tram were removed and 21 bicycle attachments were installed. For this

purpose, a locking mechanism was developed by the municipal

engineers, in which the bicycle was placed inside the front wheel and

kept the bicycle stable. This mechanism is designed to be solved

using feet without using hands. There are 33 stations on the Alaaddin

Hill-Selçuk University tram line. The bicycle tram does not stop at

every station. 13 stations are determined as bicycle tram stations.

While making this determination, the number of people using the

stations was taken into account. Stations with low density are

especially chosen, and it is thought that cyclists do not cause

overcrowding on the station platforms. The tram schedule has also

been redesigned with the bicycle tram commencing.

Time Period: Planning Time: < 0.5 year

Implementation time: < 0.5 years

Stakeholders: Implementers: Konya Metropolitan Municipality

Service Providers: Konya Metropolitan Municipality

End users: Public transport users with bicycles

The following assets have been procured with an initial investment of 50,000 – 250,000 euro.

· 1 old tram

· 21 bicycle fixing devices

· 3 led screens

· 4 foldable hydraulic ramps

· Electrification materials

Financial Details

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· 8 door open-close request button leds and windows

· 20 meters hardwood

· Tram complete exterior painting

· 21 aluminum handles

· Tram interior wood repairs

· Removing the seats

· Local paints of doors and floors

· Tram outer foil coating

· Sticker decals

· Automatic GPS positioned internal announcement system

· 8 cameras

The project was funded municipal funding. The tram service started on September 3, 2020 and the

return investment period is expected to be 5 years.

Supporting Factors: In order to increase the share of bicycle use in urban transportation, education,

incentive and awareness activities have a very important place. Training and awareness studies on the

importance of bicycle use as well as the infrastructure works required for bicycle are very important in

raising the awareness of the society. In addition to the convenience it provides to bicycle users, the bicycle

tram will appear on the rails as an important awareness study that reminds bicycles for everyone living in

the city. This project was first implemented in Konya in Turkey. In addition, considering the examples in the

world, it is a unique project. Some rail system vehicles in Europe have some parts reserved for bicycles.

Regular passengers and cyclists travel together. Or there are bicycle wagons on long-distance suburban or

intercity train lines. However, in urban transportation, the fact that an old tram was completely allocated to

bicycle users and used as a bicycle tram distinguishes Konya Bicycle Tramway from its similar ones.

Lessons Learned: The revision of an old tram and its transformation into a bicycle tram was appreciated

by the public, especially by bicycle users. Bicycle users who have problems traveling long distances and with

their belongings state that they can now travel more easily using the bicycle tram. Especially during the

pandemic process we are living in, in a period where people's tendency towards cycling is increasing, the

use of the bicycle tram will contribute to the use of bicycle in Konya and will also raise an important

awareness about cycling. In cities with a rail system network, we recommend the use of the bicycle tram for

urban transportation. The fact that one of the old trams, which has a place in the memory of the people of

Konya, turns into a bicycle tram and travels on the rails again makes people happy. Now, preparations for a

second bicycle tram continue in Konya Metropolitan Municipality rail system workshop. Although there

were some difficulties in the first place, these difficulties were solved with the R & D studies. The old tram

was revised and put into use in a way that cyclists of all ages can get on and off easily after a few months of

work.


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Social media posts about the bicycle tram have received a lot of appreciation. Our Mayor, Mr. Uğur İbrahim

Altay's post on September 2, 2020 and that the bicycle tram will start on September 3, 2020 received 1500

retweets and 11,700 likes on Twitter. 308 people also commented

on this post. The video in this post was watched 459,900 times. The

bicycle tram, which has been used for 1 week, makes 7 trips a day

and carries an average of 100 cyclists per day. It should be noted

that this number would be much higher if high schools and

universities were not on holiday due to COVID-19.

Next Steps: The production of a second bicycle tram continues in

Konya Metropolitan Municipality rail system workshop. Depending

on the demand, it may be possible to revise a third tram as a bicycle

tram. In Konya city of Turkey "bicycle city" and is known as

encouraging the use of bicycles, new projects generating awareness on this issue are also included in the

Konya Metropolitan Municipality's agenda.

Results

22

COVID-19 Response The global pandemic has challenged cities to redefine and conceive alternative measures to provide its citizens with safe transportation and continue the development of their mobility plans and strategies. To some cities, the reaction time to implement safe urban mobility measures was shorter, with perhaps limited circulation and available resources. In the following an example of a solution to support COIVD-19 regulations will be presented.

Description: Cameras placed at strategic points at train stations in Swiss Cities used Artificial Intelligence to

assess how many people wore hygiene masks. The software evaluated on site whether masks were worn by

commuters. The analysis was done before and after mask regulations were implemented.

Challenge: To assess the prevalence of hygiene masks on commuters in

Switzerland.

Solution: Counting stations at well-frequented locations were set-up.

The station cameras filmed the flow of people, and the software

evaluated on-site whether the people were wearing a mask or not. Since

face recognition technology was not applied, so it is not possible to

identify or tell who is or is not wearing a mask. This is a quantitative

measurement and only the amount of people with/without a mask is

calculated.

Counting mask wearers on Swiss transport with AI

Overview

City: Bern, Lausanne, Zürich

Scale: City Level

Link: Use Case

https://www.bable-smartcities.eu/explore/use-cases/use-case/useCase/counting-mask-wearers-on-swiss-transport-with-ai.html

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Time Period: Planing Time: < 0.5 years

Implementation Time: < 0.5 years

Implementers: SWISSTRAFFIC

End Users: Tages-Anzeiger Tamedia AG

How was the project funded? Private Sector investment (100%)

Revenue Streams: Many businesses need a solution for people counting and capacity measurement. In

this case it was focused on a sustainable solution, which added value contributing to business

development in the long term. A plug and play solution for accurate counts of people entering and

leaving locations was developed. Additionally, after the COVID-19 pandemic, the insights will allow retail

store operations to run a more efficient transportation hub and make buildings smarter.

Supporting Factors: approval for the project was granted by the SBB and

in one case a regional transport operator.

Lessons Learned: By analysing the effectiveness of mask requirement

policies, cities can react accordingly and intelligently to better improve

the public health of their inhabitants.

This project has been replicated twice already, and it will soon be done again, in response to the COVID-

19 rising cases in Switzerland.

Financial Details


Results

24

Public Charging Infrastructure

If on one hand economic recovery is one of the main topics in the international agenda once the Covid-19

pandemics is over, on the other hand climate and environmental threats are driving the pollical decisions

and shaping this retrieval.

The current EU regulation for combustion engines is the strictest worldwide and along with further

restrictions the thresholds set for emission levels cannot be meet with conventional cars only anymore.

One alternative technology for reducing local emissions, are electric vehicles. If in 2019, fully electric

vehicles are still very much the minority, that figure starts to change drastically in the upcoming years,

where in 2027 Strategy Analytics expects that electrified vehicles will make up approximately 40% of global

light vehicle output (Strategy Analytics, 2020).

However, for a successful market penetration investing and delivering a functioning infrastructure is still

necessary. Therefore, incentives and investment on public charging systems are vital for enabling the

transition from conventional to electric urban mobility systems.

Having realized that already, charging stations are currently being installed by public authorities,

commercial centres, and some major employers in order to stimulate the market for the electric vehicles.

Good examples to be followed are shown the chosen best practice for this chapter.

In the company car park of MAHLE, 100 AC charging points have been installed for employee and company

cars in order to contribute to the reduction of air pollution in Stuttgart. The installation serves as a

demonstrator and a real lab for further development of EV charging infrastructure.

chargeBIG

City: Stuttgart

Scale: individual site (company fleet)

Link: Use Case

Overview

https://www.bable-smartcities.eu/explore/use-cases/use-case/useCase/chargebig-charging-infrastructure-with-100-charging-points.html

25

Challenge: The installation of these charging points serves as a demonstrator and a real lab for further

development of the chargeBIG charging infrastructure. The project was funded by the German Federal

Ministry of Economics.

The objectives of the project were:

· Reduction of air pollution in Stuttgart City (in particular NOx) · Enable e-mobility at work for drivers who cannot charge at home · Realize a large charging infrastructure with old and limited electric grid connection · Develop a charging infrastructure with lowest cost · Have a real-life test field for further development of chargeBIG charging infrastructure

Solution: The new developed chargeBIG charging solution is an single-phase "AC Destination Charging"

with charging capacities between 2.3 and 7.2kW and consists of a central and intelligent control unit - the charging cabinet - and permanently attached cables with plugs instead of charging pillars or wall boxes at the parking slots. Depending on the parking slot, the device is equipped either with a stand pillar or a wall bracket with a permanently attached charging cable. Instead of installing expensive components at each parking place, the necessary components (e.g. charge controller, energy measurement, fuses, etc.) are placed in the central charging cabinet. A single charging cabinet can control up to 36 charging points with single-phase charging power. For the demonstrator at MAHLE with 100 charging points three charging cabinets have been installed. The 100 charging points includes four three-phase AC charging points with 22kW.

Centralization offers considerable cost advantages not only in production but also in maintenance. The centralization also offers advantages over conventional solutions in the areas of communication and IT security. In addition, chargeBIG has a clear advantage in terms of electric safety. A charging point is only supplied with power when a vehicle is connected. In cases of vandalism or accidents there is no danger because the charging point is without power.

The demonstrator is completed by a battery storage with 60kW power and 66kWh energy, a DC charger with up to 120kW power out of the battery and a PV installation with 70kW peak in order to charge the electric cars with green power. The power supply for this 100 charging point demonstrator is an old transformer with about 200 to 300kW remaining power. No update for the connection to the electric grid was necessary. This became possible by the use of dynamical phase-individual load management. The available power is dynamically distributed to all charging cars. The electric cars are used as a controllable load. If a car is charged the whole day during parking, charging with low power is sufficient.

The charging infrastructure is open to visitors of the municipal zoological garden on the weekends to recharge their electric car.

Time Period: Planning Time: 0.5 – 1year

Implementation time: < 0.5 years

Stakeholders: Implementers: chargeBIG, eilso and Fraunhofer ITWM

Service Providers: Corporate Startup chargeBIG from MAHLE

End users: MAHLE employees and visitors of the botanic garden Wilhelma

26

Initially a central charging cabinet with all electronics, charging cables at parking slots with plug holder, all

cables, installation, communication have been procured with an initial investment of 250,000 – 500,000

euro. The project was funded by non-municipal public funding (40%) and private sector investment (60%).

Currently no revenues are generated as charging for the end user is for free.

Lessons Learned: chargeBIG is a suitable hardware and software solution for the electrification for

private and public parking areas with 18 to 100 or more charging points in cities of Europe.

· “Charge as fast as necessary, not as fast as possible” is reasonable. · “Charging while parking” in car park for daytime parker is reasonable. · A centralized solution like chargeBIG is suitable for many charging points even with a limited

grid connection. · Load management is a must have. · Use of the charging infrastructure is continuously growing, more than 120,000km electrically

driven in one year.

Financial Details


Results

27

Challenge: Electric Vehicle (EV) utilisation is growing at an extremely rapid rate, as more people become

aware of the benefits, the technology becomes more competitive with traditional ICE vehicle, and the

designs of the EV's become more fashionable. However, the infrastructure required to support the current -

and predicted - forecasts of EV ownership is not in place, and rates of implementation are not high enough;

recent reports in the UK suggested up to 40,000 more EV chargepoints (EVCP) a month needed to be

installed to support the transition from ICE.

One of the main factors around stalled EVCP strategies is the large number of potential EV owners without

access to private parking or driveways. The number of properties without private parking in the UK is

around 40%, whilst in some European countries (such as Germany and Spain), this is over 60%. These

properties and people, if they are to transition to EV, need chargepoints in on-street or public locations to

support and encourage their move away from ICE vehicles.

However, EVCP installation in an on-street or public location is an extremely complex task, especially for a

stakeholder such as a City Authority looking to act strategically. Many questions are raised that need to be

answered; where is the likely demand going to be? what issues around safety and access are we likely to

encounter? How and where do people park if they have no private parking or driveway available? This

project sought to address these questions and more, enabling East Lothian Council to proactively plan EVCP

rollout and access further Government Grants.

Solution: Energeo wanted to leverage a combination of geospatial data and technology, alongside

contemporary data interrogation techniques, in order to create a non-intrusive, automated, digital method

of studying East Lothian's urban conurbations and extracting the insights needed to create an actionable

EVCP strategy.

A combination of Council supplied aerial photography, third party Very High-Resolution satellite imagery,

and Ordnance Survey digital mapping data were used as primary source datasets. From this data, Energeo

created bespoke analytical processes designed to directly answer the specific questions around likely

demand, safety and access, and parking constraints put forward by East Lothian as key insights required to

support the EVCP implementation planning.

Lothian's EV Charging Strategy

City: East Lothian

Scale: Disrict level

Link: https://www.energeo.co.uk/post/east-lothian-ev

Overview

28

Energeo created and delivered to East Lothian a suite of deliverable data:

• A driveway probability dataset at individual property level, facilitating rapid identification of

properties, streets and neighbourhoods where demand for on-street EVCPs would be higher

• A footway width dataset, enabling simple visualisation and contextualisation of areas where EVCPs

can be implemented without access and safety issues

• An on-street vehicle dataset, pinpointing vehicles parked in on-street locations allowing

determination of streets where parking levels are high or over capacity and EVCP utilisation could

be hampered

Time Period: <0.5 years

Implementers: Energeo

End users: East Lothian Council

Initial Investment

< 50,000

How was the project funded?

Municipal funds (100%)

Return on Investment period

< 5 years

Revenue Streams

The results of this project will enable East Lothian Council to unlock large grants from Central Government

in order to fund the physical installation of EVCPs at sites determined through the utilisation of of Energeo's

analysis.

Financial Details


29

Lessons Learned: A successful, fully digital intelligence gathering exercise is reliant upon source/input data

that is:

• Up to date

• High quality

• High resolution

This was possible for East Lothian largely due to the National imagery and mapping programmes

undertaken by the Ordnance Survey. This wealth of data may not be available in other territories, so a

comprehensive data audit should be undertaken pre-project to see what data the stakeholders can provide,

and whether any third party or commercial data is required to facilitate the analysis.

Stakeholders must also adopt a willingness to embrace a disruptive approach. An openness to digital, non-

intrusive analysis is not always forthcoming, and in this instance Energeo worked closely with East Lothian

to 'coach' their team and deliver basic technical tuition on the various types of data being proposed to

support the analysis. This helped to not only create a wider technical understanding within the stakeholder

team, but also to build trust between supplier and customer.

Impact: The study has been extremely well received by East Lothian Council. The Council are now using

Energeo's analysis as the critical evidence in a grant funding bid to UK Government, to unlock financial

support from the On-street Residential Chargepoint Scheme and Switched-on Towns and Cities

programme that will enable the physical installation of on-street and public EVCPs across the region.

This will enable Est Lothian to fulfil their ambitious plans to provide enough EV infrastructure to enable

all car owners within their administrative area to transition to EV.

Next Steps Energeo are in discussions with East Lothian now to undertake further analysis to support

their urban mobility initiatives. Service development is also underway to integrate Energeo's renewable

energy data to enable identification of clean, local and off-grid power supply to the EVCP's, and local

grid infrastructure data to allow determination of grid constraints and grid impact of EVCP installation.

Additionally, Energeo are developing a SaaS platform that would enable the end user to access this data

through a browser, and run EVCP deployment scenarios on the fly to determine impacts and benefits.

Results

30

•

Implementation of an innovative form of Vehicle-to-X (V2X) charging for Electric Vehicles. This can increase the renew able energy penetration, energy storage, grid flexibility and facilitate energy management optimization.

Challenge: In Barcelona and other municipalities of Catalonia, several measures have been implemented in order to promote e-mobility and facilitate a growth of Electric Vehicle usage in the region. Within the GrowSmarter project, Endesa Energía has installed five fast charging stations for Electric Vehicles in Barcelona to achieve this goal. However, charging batteries for a rapidly expanding fleet of electric vehicles will soon become a major challenge for our grids due to limited grid capacity. Leveraging electric vehicle storage could help balance demand and supply, thereby increasing overall asset efficiency. These features can be achieved through efficient and smart bidirectional systems. The Endesa Vehicle-to-Everything (V2X) system allows for bidirectional energy flow and vehicle-to-grid connection which allows the electric vehicle to be efficiently charged and discharged while connected to the electric grid. This can increase the renewable energy penetration, energy storage, grid flexibility and facilitate energy management optimization.

Solution: The Endesa V2X system allows for bidirectional energy flow and vehicle-to-grid connection which allows the electric vehicle to be efficiently charged and discharged while connected to the electric grid. It is used to charge and discharge equipment with10kW Direct current (DC) power. Once connected to the V2G Endesa System, an electric vehicle can operate like a generator on wheels, powering a house in a blackout or feeding electricity to the grid. This bidirectional charger has the capability to both charge the EV battery pack and to return energy back to the grid in accordance with regulations and user rules.

Implementers: Endesa, IREC, City of Barcelona

End users: Electric Vehicle Users

Vehicle to X (V2X) Charging for Electric Vehicles

City: Barcelona

Scale: Individual site

Link: https://grow-smarter.eu/lighthouse-cities/barcelona/

Overview

31

Lessons Learned: The implementation of measures, such

as the V2X, that provide really innovative services are

often not well aligned with local regulations. Vehicle to

grid services are not yet regulated and therefore can be

very difficult to find real use cases without the

participation of energy distribution companies. Vehicle to

Building alternatives provide more flexible solutions that

are easier to implement from a legal point of view.

V2X integration (storage) in Building Demand Management Systemimproves building efficiency

and facilitates a transition to electric vehicle use and allows the integration of renewable energy

sources.

• Electric vehicles have a capacity ranging from 10 to 100 kWh and spend more than 90% of their lives parked, meaning that systems such as V2X could play a significant role in the transformation of energy systems. The aggregated power of the 6 chargers is 60 Kw which is equivalent to a very small hydropower plant with the possibility not just to inject, but also to consume energy.

• Distributed Energy Resources (DER) integration, allowing for C02 optimisation. The system would also allow, in countries where the appropriate regulation is in place, for an integration of energy systems not directly connected to the grid, such as solar panels and wind turbines.

Apps/ Portals

As aforementioned, decarbonizing the urban mobility systems is central to every event or discussion about

cities development or public administration. The transportation sector is responsible for 28 percent of

greenhouse gas emissions, the bulk of which (60 percent) are produced by personal mobility (BABLE UG,

2020). Offering a variety of modals, which covers not only the larger distances but also for the last mile of

commuting is essential for succeeding in this matter.


Results

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The current development of communication technologies offers an immense range of possibilities but also

raises the expectations of citizens for more efficient and comfortable services. Having all possible

commuting modals is essential, but not enough anymore. Providing real time information about availability

and routing conditions is expected and has been made possible with interconnection of different

information sources being integrated via Urban Data Platforms or Apps for mobile devices (BABLE UG,

2020).

Some of main benefit of Urban Data Platforms and Apps are the improvement in quality of life within a city

enabled by the using available data, making public services more efficient and reliable for citizens and the

possibility of promoting social inclusion through innovative technological solutions.

Description: The simplification of the transitions between the individual means of transportation is a

challenge for the multimodal mobility. In this measure the focus is on special transportation needs of deaf

and blind persons.

Challenge: The simplification of the transitions between the individual means of transportation is a

challenge for the multimodal mobility. In this measure the focus is on special transportation needs of deaf

and blind persons. The short-term goal is to make an indoor routing App for deaf and blind persons available.

The Application is based on “Beacons” and will give needed information to facilitate the multimodal mobility

of this target grew.

Overview

Beacon-based indoor routing as a mobility service

app

City: Munich


Link: Use Case

https://www.bable-smartcities.eu/explore/use-cases/use-case/useCase/beacon-based-indoor-routing-as-a-mobility-service-app.html

33

Solution: For this measure, a routing application for the visually impaired was tested based on existing

services of the local public transport corporation (MVG). This is supported by installing beacons inside public

transport stations. The beacons send bluetooth signals to users that have installed the corresponding app on

their mobile devices.

They can locate users as they approach, and upon receiving the bluetooth signal the app directs users with

verbal instructions, such as the location of stores and ticket machines, or how many steps are in a staircase,

tailored to the destination they wish to travel to.

During the development phase, the beacons is temporarily installed in a public transport station in Munich

so that the application can be tested in cooperation with the local association of the visually impaired. As a

result of this measure, further opportunities of using beacons for indoor routing in all public transport stations

will be explored.

Time Period Planning Time: 0.5 – 1 year

Implementation Time: 1 – 2 years

Implementers

• Öffentliche Verkehrsmittel München (MVG - Münchner

Verkehrsgesellschaft)

• Indoor.rs - Liefert den Algorithmus für die Bakentechnologie.

• Osram Licht AG - Hersteller der netzgekoppelten Leuchte.

• Technische Aufsichtsbehörde für die öffentlichen Verkehrsbetriebe in

München.

• Verein für blinde und sehbehinderte Menschen in München (BBSB)

End Users Deaf and blind people

Initial Investment: 250,000 - 500,000

Financial Details

34

How was the project funded?

• Non Municipal Public funding (70%)

• Municipal funds (30%)

Revenue Streams

A detailed business model has yet to be established.

Details The measure is funded, up to 70%, by the CIVITAS

ECCENTRIC project, and 30% from the City of Munich’s

Utility Company (Stadtwerke München, in German). It is

part of the overall basic public services which are carried

out in the system of the City of Munich and its public

transport provider MVG. The planned budget to

implement the solution is about 300,000 euro.

Impact: The implementation of the service is expected to increase the target groups’ confidence and

ability to make independent use of multimodal transport (services).

Other impacts include:

• Accessible and safe public transport for the visually impaired through the use of indoor navigation, location based information.

• Visually impaired people increasingly use public transport because of comfortable indoor navigation and location-based information.

Results

35

In Stockholm, UbiGo is developing and aiming to launch one of the world’s first real MaaS services. The service

is built on a flexible subscription model that can meet the everyday travel needs of entire households.

Challenge: This measure includes Mobility as a Service (MaaS), private car sharing, and increased

information to raise awareness of alternatives to the private car. These are components developed under the

ECCENTRIC project to spark citizens' interest in new mobility solutions.

Solution: It makes all of the following travel modes available in one app: public transport in the greater

Stockholm region, car sharing, rental cars, taxi and city bikes. More services can be added later on.

The UbiGo app integrates a travel planner that suggests various options for the trip and combines various

modes to ensure optimal journey times. Subscription resembles a bundled smartphone subscription, but with

days for public transport usage and hours of car driving time, instead of gigabytes of data and minutes of call

time. Journey or tickets not used in one month can be transferred to the following month, whilst it is easy to

add more if the prepaid amount runs out before the end of the month. Customers will have access to 24/7

phone support. The plan is to run a one year pilot of the app followed by an evaluation.

Time Period: 0.5 – 1 years

Implementers: UbiGo, City of Stockholm

End users: Citizens

Mobility Subscription on local travel

Scale: City level

Overview

City: Stockholm

Link: Use Case

https://civitas.eu/content/develop-smart-choice-mobility-services

36

Initial Investment: 500,000 - 1,000,000

Details: EU funding is being used for the service pilot and some evaluation activities, but does not cover

further development of the service.

Impact • Promoting ‘car light’ lifestyles - by getting 200 subscribers to the UbiGo MaaS, 180,000 km of trips

will be reduced yearly.

• Increase experience with building business models for sustainable mobility services.

Financial Details

Results

37

Urban Logistics

There is no argueing that Urban Logistics in an essential activity for cities to function, however it also makes

up a significant share of urban traffic. The growing share of on-line shopping, an additional sales channel

for companies, has become an essential part of the retailing business, but also represents an additional

challenge towards the volume of traffic caused by delivery services (BABLE UG, 2020).

For some reasons, logistics are often neglected in urban planning, nevertheless service fleets such as

delivery vehicles, waste collection trucks and the construction sector are well-suited for the early

introduction of new types of vehicles, alternative fuels or rethinking transportation schedules and routes.

Innovative ideas and the holistic view of the urban ecosystem can make logistics more efficient, cleaner,

and less disturbing in the Urban Environment. Some of these ideas are shown in this chapter.

This Use Case aimed to find a feasible solution to reduce the delivery of goods by cars and trucks in the city

centre. Several kinds of boxes and logistic systems were tested out in cooperation with delivery companies.

Challenge: The volume of traffic caused by delivery services has increased rapidly with the success of e-

commerce. Especially in dense inner city areas, conflicts between pedestrians, cyclists, cars, other road users

and delivery services are growing and even result in dangerous situations. On the other hand, the accessibility

of inner city locations is becoming more and more limited for cars and trucks. As a result, goods deliveries by

(cargo) bike offers great potential to keep the city accessible for freight transport and to improve road safety.

Compared to ordinary bicycles, cargo bikes have a higher load capacity and enable bundling of deliveries.

Cargo Bikes for Last Mile Delivery

City: Munich

Scale: City Level

Link: Use Case

Overview

https://www.bable-smartcities.eu/explore/use-cases/use-case/useCase/sustainable-city-logistics-cargo-bikes-for-last-mile-delivery.html

38

The overall objective of this measure is to find a feasible solution to reduce the delivery of goods by cars and

trucks in the city centre, as far as economically feasible, without lowering the quality of delivery services.

Solution: To extend the use of cargo bikes, a flexible storage system is installed that serves as an interface

where cargo can be handed over from cars to cargo bikes, and vice versa. Due to space limitations in the inner

city, a system of flexible boxes is used to help the delivery services to continuously optimise their operations.

In this Use Case, the plan is to test out several kinds of boxes and logistic systems in cooperation with delivery

companies. This includes the installation of three boxes for temporary storage of parcels. Boxes are located

at the boundaries of the city centre. Initially, the system is tested by the local partner RAPID Kurierdienste

KG, who offers delivery by car and (cargo) bicycles. Implementing this storage system close to the city centre

allows RAPID to shift from car to cargo bicycle delivery, on a step-by-step basis. The service provider thus

gains operational experience with this new logistics system. Additional logistic companies are also sought to

use the flexible storage boxes and obtain a shift to cargo bike delivery within Munich’s city centre.

Time Period: Planning Time: 0.5 - 1 years


Stakeholders: Implementers: RAPID Kurierdienste KG, Paul Wolff GmbH und Paketin GmbH,

Industrie- und Handelskammer für München und Oberbayern (IHK)

Service Providers: RAPID Kurierdienste KG (local courier company)

End Users: Logistics Service Providers

This measure is funded through CIVITAS ECCENTRIC. The planned budget to implement the measure is

approximately 266,000 Euro.

Impact

• Deliveries combining the use of cars and cargo bikes will improve the cost-effectiveness for all actors in the logistic chain.

Financial Details

Results

39

• Use of cargo bikes will enable the bundling of deliveries and thereby make full use of their capacity for larger loads.

• Car deliveries will save time because flexible cargo bikes will take care of deliveries for the ‘last mile.’

• The measure will also reduce emissions and save fuel as cars/trucks will be able to avoid congested areas. Car and truck deliveries are expected to decrease by up to 5% in the city centre, thereby reducing CO2, NOx and PM emissions.

Last mile delivery of goods is a new approach to reducing congestion, lowering emissions and diminishing

delivery times in dense urban areas.

Challenge: The objectives of the use case are to: introduce a more efficient and effective freight transport

system in the city center by means of a urban distribution of goods platform; Analyze the administrative

management of such a service; Analyze the business model of the service; Analyze the reducion in CO2 due

to the introduction of this service; Test a new sensoric system to track position of new vehicles and also to

monitor pollutants and other environmental parameter using the bicycles of the service.

Solution: The solution consists of the installation of an urban consolidation centre (UCC) for the micro

delivery of goods in a centrally located area of Barcelona.The UCC provides the necessary infrastructure to

hand over the delivery of parcels and packages of several carriers to a single last-mile operator. The Last Mile

Operator Vanapedal offers different services, the most relevant of which is the distribution of parcels and

packages from other carriers to their final destination. Carriers bring these items to the microplatform which

is conveniently located close to the city centre. These are then transferred to electric bicycles and tricycles.

The last mile is then performed by drivers from Vanapedal following their established routes. Parking and

access regulation do not apply to bicycles, so no delivery time window restrictions affect the distribution.

By installing a multi-sensory wireless device, the batteries of the tricycle is not only used to supply power, but

also to monitor several parameters such as temperature, luminosity, humidity, noise level, air pollution, and

the position at which the measurements are taken t, so that it will be possible to map these parameters and

monitor their variability during the full two years of the pilot project.This monitoring solution serves to:

Microdistribution of freight in Barcelona

Overview

City: Barcelona

Scale: District level

Link: Use Case

https://www.bable-smartcities.eu/explore/use-cases/use-case/useCase/microdistribution-of-freight-in-barcelona.html

40

• Explore the feasibility of tracking environmental parameters in a mobile scenario using low-cost

sensors to complement the information from the static environmental and pollution stations

installed in specific places in the city.

• Evaluate the environmental impact of the microdistribution of freight through the comparison of

the pollution within the delivery area and outside it. Provide real-time tracking information on the

tricycles’ journey, which can help optimise delivery routes and to improve the service and to make

it more competitive for the last-mile operator.

The sensor in the tricycles also supports mobile (GPRS/UMTS) and WLAN communications to transmit the

monitored information to a Smart City platform, where it is further processed and made available for the city

services.

Time Period: 1-2 years

Implementers: CENIT, I2CAT, City of Barcelona

End users: Carriers,last-mile operators

Supporting Factors: Last mile delivery is an emerging market and needs creative support from city

administrations, in terms of e.g. designating a zone for deliveries with a dense population and high turnover

of parcels; mandating actors to deliver within the zone and monitoring non-compliance; and, in this case,

identifying premises and a tenancy arrangement to enable the solution. Cities need flexible spaces that can

be used as premises for emerging businesses and sharing economy. In the demo area, traffic restrictions

mean cars and trucks can only deliver in the morning, whereas cycle delivery is possible 24/7.

Lessons Learned: Identifying a suitable location for the service, agreeing the terms of operation, and

ensuring a suitable installation (reaching a trade-off between robustness, safety and functionality) of the

sensor units were the main challenges and achievements.The location must be close to the delivery area but

also have a good connection with the primary road network, so that carriers can easily reach the

microplatform.

Defining the administrative way to manage the service contract was also discussed during long time. The

former solution was to contract the service in exchange of money, but the city council changed their priorities

Financial Details


41

and stated that these services will have to be financially self-sustained in the near future. For this reason, in

the end, the chosen solution was to cease for two years for free the space. In the future, with the data

gathered though the project, it is possible that a public tender to cease the space will be done, although there

is nothing confirmed yet.

The Company operating the service is currently facing difficulties, since other companies are performing

similar services in the city. If logistic companies find it financially sustainable to develop their own sustainable

delivery system, these service will no longer be needed.

Impact

• Reduction in the public space used by trucks and vans during delivery times in the area of operation.

Delivery times are very restricted in the city centre and during this time public pedestrianised space

is used by trucks and vans disturbing citizens during their walk to work. The shift of some of these

deliveries to sustainable modes of transport will reduce this type of vehicles in public spaces.

• The reduction of van and truck mileage in the city will lead to a reduction in CO2 emissions,noise

levels and other pollutants in the area..

• The use of electric tricycles improves the delivery operations in pedestrian areas where conventional

vehicles have limited access, while also reducing time, costs and mileage for conventional carriers.

Next Steps • The next step is to continue analysing the data obtained from the operator of the microplatform and

compare it with the data obtained from the sensors that have been installed in three bicycles that

offer further information such as the routes followed or the concentration of contaminants.

• The last step of the process will determine how much traffic and CO2 this measure has reduced. This

will help to encourage other cities to implement similar last mile services.

Results

42

The City of Stockholm is implementing a new silent night-time delivery scheme including the electric plug-in

van to investigate the effects of goods delivery during night versus daytime and the implications and

regulatory requirements of lifting the ban on night deliveries.

Challenge: Night-time deliveries with electric vehicles (EVs) offer the opportunity to reduce traffic

congestion during the day without causing any nuisance during the night. The city of Stockholm is currently

conducting a pilot project on night-time deliveries in partnership with freight owners, educational institutions

and haulage companies. Due to noise pollution, the City of Stockholm currently banishes heavy lorries

between 22.00 and 6.00 – this strict regulation has been adapted as a result of the noise nuisance.

Following a previous pilot project on night-time deliveries, the City of Stockholm is planning to expand the

project with a plug-in electric truck. This measure aims to investigate the effects of goods deliveries during

the night versus daytime and the implications and regulatory requirements of lifting the ban on night

deliveries. Depending on the outcome, the measure could be upscaled to a city-wide night delivery scheme

that includes deliveries with silent lorries. In the long term, this measure could reduce congestion and noise

and thus improve transport efficiency.

Solution: To implement the new silent night-time delivery scheme including the electric plug-in van, a

dialogue procurement procedure was set up and the winning consortium consists of Scania, Havi logistics and

McDonald’s.

The consortium is testing a silent electric plug-in hybrid vehicle for night deliveries to McDonald’s restaurants

in central Stockholm. Experiences from the previous off-peak pilot show that – in addition to silent vehicles –

it is necessary to further reduce noise while unloading the goods. Thus, measures like silent wheels on carriers

etc. must be implemented.

The operation of the new night delivery scheme has started and data collection on performance indicators

such as delivery efficiency and noise are being performed over the one year of service. Special emphasis lies

on the noise issues since the fear of noise ruining the residents’ sleep is one of the main reasons for the

general ban on night deliveries in Stockholm.

Link: Use Case

Overview

Night-time deliveries using clean and silent

vehicles

City: Stockholm

Scale: City level

https://civitas.eu/content/night-delivery-clean-and-silent-vehicles

43

The data collected during this new trial of night delivery with clean and silent vehicles are used to support

the preparation of a new regulatory framework for night transportation.

The two vehicles being used in the trial are a hybrid truck running on electricity and diesel and a truck using

biogas fuel. In order to collect valuable data from the pilot project, the city expanded the project with one

lorry running on an electrical drivetrain.

Time Period: 1-2 years

Implementers: City of Stockholm, Royal Institute of Technology, freight owners, educational institutions and

haulage companies.

End users: Scania, Havi logistics and McDonald’s

Supporting Factors: This measure builds on the first off-peak delivery pilot project in the City of

Stockholm, carried out between 2014 and 2016. The previous project investigated how the city’s night ban

for heavy lorries could be lifted using clean and silent vehicles in order to increase the capacity of existing

infrastructure. The trial indicated positive results in transport efficiency and emissions. There has been less

traffic in the mornings and deliveries at night-time were more efficient because the roads were free.

Impact: • More efficient transportation and handling of goods

• Improved work environments

• Effectively addressing noise pollution – thereby making night deliveries possible without disturbing

residents.

Financial Details

Results

44

This measure aimed at reducing goods deliveries and hence creating a more accessible

and less congested city.

Challenge: Transportation of heavy masses from the excavation on urban construction sites accounts for

a large part of heavy vehicle road traffic in Stockholm and is likely to increase in the near future, as the city

metro and sewer systems will be expanded. For this reason, the city of Stockholm is keen to test and evaluate

the potential benefits of using barges on inland waterways and at sea to remove heavy mass from inner-city

construction sites.

This measure aimed at reducing goods deliveries (number of vehicles and transport distances) and hence at

reducing emissions and creating a more accessible and less congested city. It comprises two key actions. The

first one is a pre-study to outline the potential to consolidate goods purchased by the city of Stockholm, which

aims to increase knowledge about the steps required to implement consolidation of deliveries for municipal

goods. The second action is to consolidate heavy mass from excavation projects using barges instead of

trucks.

Solution: For the first action of this measure, a pre-study outlining the potential to consolidate goods

purchased by the city of Stockholm was carried out. The pre-study outlines a variety of options and makes

suggestions about the types of activities, product groups and steps required to realise consolidation. It serves

as a basis for political decisions about the future consolidation of municipal goods in Stockholm, but its

findings are relevant to other cities and a translated version of the report is available.

The second action tests and demonstrates the collection of heavy mass from an excavation in tunnelling and

other construction sites using barges. The demonstration will result in an evaluation of noise impacts from

loading uncrushed material to a barge in central Stockholm, as well as a cost-benefit analysis comparing

transport by barge to transport by truck and the mapping of potential barge loading areas in the Stockholm

region. These findings will inform the decision on whether this action can be upscaled and used for other

construction sites as well.

City: Stockholm

Scale: City level

Link: Use Case

Overview

Consolidating municipal freight and

excavated materials

https://civitas.eu/content/consolidating-municipal-freight-flows-stockholm-city

45

Implementers: City of Stockholm

End users: City of Stockholm

Supporting Factors: N/A

Initial Investment: 50,000 - 250,000

Details: This measure receives €157,000 of funding from CIVITAS ECCENTRIC.

Impact • The pre-study contains detailed analysis and proposals concerning the consolidation of municipal

goods, which decision-makers and other stakeholders can use to inform future policy and business

decisions.

• Positive results from the barge test will enable to rapidly scale-up the use of consolidation barges,

and thereby improve safety and environmental performance of heavy mass transport in the city

Financial Details

Results

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